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Nerd's Eye View- Ryan Tuerck's 2JZ Powered FR-S!

By Mike Kojima

 

Ryan Tuerck has always been one of our favorite drivers in Formula D. A consistent and solid performer, Ryan is always right there in the season end points race mainly due to his consistency.

Ryan has been known for his work in Nissan S chassis and had driven for Gardella Racing for many years in various Chevy platforms. For 2013 Ryan has a new ride in an exciting car, a Scion FR-S. Now the FR-S is a pretty exciting car but the flat 4 Subaru based engine is just not up to the task of propelling a competitive Formula D car.

To consistently make the Top 16 you need to make about 600 wheel horsepower nowadays and the little flat four just can't do that reliably while maintaining a decent powerband. Look at Ken Gushi, who struggles with reliability on his EJ25- powered FR-S  when the boost is turned up to a competitive point.

Ryan has bypassed that issue by working with Portland Speed Industries, or PSI for short, to shoehorn the venerable Toyota 2JZ into the nose of his FR-S. With an inline six configuration and a cast iron block the 2JZ is a long and heavy engine. How did the PSI crew get in in there? Check it out!

 
Most people are familiar with the tremendous capability of the Toyota 2JZ engine and its ability to produce awesome amounts of power reliably. PSI reworked the engine for reliable power in the rough and tumble world of drifting. The engine started off as a NA 2JZ block. The block was mated to a 2JZ turbo head ported by M&B Cylinder Heads and fortified with 1mm over size Supertech valves, dual springs and retainers and Brian Crower adjustable timing gears and 264 cams. Brian Crower was also sourced for forged pistons, rods and a stroker crank. These goodies up the engine's displacement from 3 to 3.4 liters. ARP main and head studs were used with the reciprocating assembly spinning on ACL bearings. Inline sixes have a lot of torsional crank whip which is addressed with a Fluidampr dampener and OEM parts including a shim under bucket solution for increased reliability at high RPM and a factory head gasket was also used.
 
The 2JZ engine is a solid piece but the weak link to any engine is the oil system. PSI passed on a dry sump, deciding instead to modify the stock wet sump system. To ensure proper oiling for the motor, PSI modified an existing front sump stock oil pan to add capacity, roughly totaling an eight quart increase and added baffling to prevent the pump pickup from sucking up air in high G cornering.  This setup has proven to be quite reliable so far.
 
PSI custom CNC’d 3400 coil pack cover detailing the Brian Crower 3.4L stroker engine. The stock ignition is a powerful coil on plug setup and PSI decided to maintain this system in its entirety. The plugs are NGK 4544 gapped to 0.020".
 
One challenge of the FR-S platform is very limited ground clearance. It is hard to get an adequately sized exhaust system to fit without scraping. To minimize back pressure, PSI fabricated an exhaust from ovalized 4” stainless steel tubing. Dai Yoshihara's S13 uses similar tubing for the same reasons.
 
An ACT custom 7-1/4” triple metal solid hub disc clutch is used to contain the 2JZ's power in the brutal clutch kicking world of drifting. The pressure surface of the clutch is contained in the unit itself instead of on a flywheel for super low inertia. This is a pretty innovative idea. A NA 2JZ flex plate from an automatic transmission is remachined and used as a starter coupler as no traditional flywheel is needed with this clutch.

 

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Comments
Adam
Adamlink
Thursday, May 23, 2013 8:55 AM
Please revisit the ACT custom 7-1/4" triple metal hub disc clutch in an article in the future if you can..
Just looking at it there is a lot going on that I think may be overlooked in just the one photo..
That's an automatic transmission flex plate with a clutch attached to it.. huh? really?
Mike Kojima
Mike Kojimalink
Thursday, May 23, 2013 9:48 AM
Adam, Notice that the clutch sits on a thicker ring. This is ACT's way of building a super low inertia clutch that is usable without an expensive race style bellhousing and starter. If this becomes a production part, you bet we will geek out more on it.
nakaji
nakajilink
Thursday, May 23, 2013 9:55 AM
Adam, We wouldn't feel comfortable hanging the clutch just off the flexplate. The clutch mounts to a small flywheel that bolts directly to the crankshaft and the flexplate has been modified to locate and bolt to the back of the that flywheel.
Mike Kojima
Mike Kojimalink
Thursday, May 23, 2013 9:57 AM
Great idea Dirk!
JagerRacing
JagerRacinglink
Thursday, May 23, 2013 3:41 PM
Great write up Mike, Thanks!!
soijaboy
soijaboylink
Thursday, August 08, 2013 2:51 PM
Why they don't use air filter?
Mike Kojima
Mike Kojimalink
Thursday, August 08, 2013 3:25 PM
because race car
soijaboy
soijaboylink
Friday, August 09, 2013 12:26 AM
Yeah, but there are lots of other race cars in Formula D. :) I'm just interested to know is there a real explanation to run without air filter.
soijaboy
soijaboylink
Saturday, August 17, 2013 4:26 AM
Mr Kojima? Doesn't that mean you have to overhaul the engine and turbo much more often? And with out any benefits...?
Mike Kojima
Mike Kojimalink
Saturday, August 17, 2013 11:39 AM
I always run filters on my cars. Can't speak for outer people.
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